Internal-combustion engine.



J1 HAUG.

INTERNAL COMBUSTION ENGINE;

APPLICATION FILED DEC. 21, 1911.

Lmwa, Y Patented Aug. 26, 1913.

5 SHEETS-SHEET l.

WITNESSES NVENTOR ION FILED DEO.21,1911.

Patented Aug". 26; 1913.

5 SHEETS-SHEET 2.

WITNEsSES J. HAUG. INTERNAL COMBUSTION ENGINE. APPLIGATION FILED DBO.21, 1911.

Patented Aug. 23,1913.

5 SHEETS-SHEET 3.

. m vemon h I v i J. HAUG.

INTERNAL COMBUSTION ENGINE.

v APPLICATION FILED DBO. 21, 1911. 7 1,0711 56, Patented Aug. 26, 1913.

5 SHEETS-SHEET 4.

' ATTORNEY J. HAUG.

INTERNAL c GMBUSTION ENGINE. APPLICATION FILED DEC. 21, 1911.

Patented Aug. 26,1913.

5 SHEBTS-SHBET 5.

INVEIV WITNE SSES A MW?- INTERNAL CBMBUETIGN FENGKNE.

lhtllilhlliti.

Application filed Eeceinee'r 21, 191

To all whom it may concern:

Be it known that l, .lloimv l-IAUG, a citizen of the United States,residing at Berkeley, in the county of Alameda and State of California,have invented new and useful Improvements in- Internal CombustionEngines, of which the following is a specification.

The object of the present invention is to provide an internal combustionen ine of the reciprocating type which will edect an impulse in eachstroke of the piston, and will have starting, reversing and operatinggear of simple, reliable and direct character so that the engine can beoperated in the same manner as an ordinary steam engine.

In the accompanying drawings, Figure 1 is a rear view of an internalcombustion engine of the two-cycle double-actir'ig type constructed inaccordance with my inven tion Fig. 2 is a vertical section of the same;Fig. 3 is a side view of the engine; Fig. at. is an enlargedlongitudinal section of a portion of the piston rod; Figs. 5, 6 and 7are detail views of a controlling device in different positions; Figs.8, 9 and 10 are diagrammatic views illustrating the mode of regulatingthe engine.

vOn referring to the drawing, it will. be seen that I here show myimproved engine with two cylinders 1, supported at the front upon threepillars 2 and at the rear upon two standards 3, both pillars andstandards being supported-upon a suitable base 4. Each cylinder isdouble-acting, and has centrally located, an exhaust port 5 and anadmission port. 6 for low pressure air to clean out exhaust gases andsupply fresh air for the next Working stroke of the cyli'nden 7indicates the piston of said cylinder, which passes and opens the saidexhaust port 5 and admission port 6. Said piston 7 is connected by apiston rod 8 with a cross head 9, suitably guided in guides 10, and.-

connected by a connecting rod 11 to the head of a crank 12 on a crankshaft 13. Mounted on said crank shaft are two eccentrics 14, 1 1, whichare set at right angles, and have rods 15, 15 connected to the ends ofcrank arms 16, 16, extending at right angles to one another from a camshaft 17, thus, from the rotation of the crank shaft, imparting rotationto the cam shaft. Instead of eccentrics, suitable crank arms may befitted to the crank shaft to serve the same purpose. The cam shaft 17Specification of Letters Patent.

Patented nu 26, that Serial no. cement.

has for each cylinder two pairs of cams, namely, a cam 18 for openingits fuel valve when going ahead, a cam 19 for opening said valve whengoing backward a cam 20' for starting ahead and working with compressedair, and a cam 21 for starting backward and working with the same. Forconvenience of construction, the cam shaft 17 is arranged at the levelof\tl1e middie of the cylinders, so that the same cams are available foroperating the valve gear at both ends of said cylinders, and the resp'ective parts for the gears at said ends can be duplicates.

The low pressure and high. pressure air compressors usually required forthis type of engine, the former for clearing the work ing' cylinders ofexhaust gases and filling them with air necessary for combustion, andthe latter for starting purposes and for injectiiig' and atoinizing thefuel oil, are not shown, as they can be of the ordinary construction,and may be driven. either by the main eiigine, or by an independentmotor.

The covers 24% at the upper and lower ends of the cylinders are eachprovided with a fuel oil valve 25 and an air-starting valve as of theordinaryconstruction. The fuel oil valves are operated by bell cranklevers 27, connected by rods 28 to cam rollers 29, carried on the endsof links 30, whose other ends are connected to the ends of a lever 81,secured at the middle upon a shaft 32 extending longitudinally behindthe cylinders of the engine, and having suitable bearings 33 supportedon the cylinders 1. In one position of said lever the rollers areadapted to be actuated either by the cams 18, or by the cams 19, forgoing ahead or back as the case may be. In another position of saidlever they are out of UPGIntlXB relation with said cams. Theair-starting valves 26 are operated by bell crank levers 36 connected torods 37 carrying cam rollers 38, which rollers are also connected to theends of links 39, the other ends of which are connected to the. ends ofa lever 40 likewise secured at its middle upon the ishaft 32. Saidcam-rollers 38, when in proper position according to the angularposition of said shaft 32, are adapted to be actuated either by the cams20 for going ahead or by the caiiis 21 for reversing.

To bring those cams, of the pairs of cams l8, l9 and 20, 21, which areto govern. the direction of motion, lnto proper alinemont with the camrollers 29 and 38 respectively,

- which is connected to one end of a link 46, the other end of whichlink is connected to an arm 47 of a handlever 48 pivoted upon a shaft50, supported inbearingsvsecured to one of said pillars 2.

The levers 31 and 40 are so secured to said shaft 82, that when saidshaft has been turned sothat the cam rollers 29 secured to the ends oflinks 30 and attached to the lever 31- are inoperative relation to thecams 18 and 19 asthe case may be, then the cam rollers 38 connectedto'the links 39 and attached to the ends of the lever 40 are out ofoperative relation with the cams 20, or 21, and conversely. The drivingcrank arms 16, 16, at an end of the cam shaft 17 are held in hearings insuch a manner that they rotate with said cam shaft, but permit of itssliding therethrough.

To the shaft 32 is secured an arm 52, one end of which is connected to arod 53, the other end of which rod is connected to a hand lever 54located in a convenient position, preferably alongside the handlever 48,so that, by operating said hand lever 54, said shaft 32 can be turned,to bring the cam rollers operatively connected with the oil inlet valvesinto operative relation with their respective cams, while at the sametime the cam rollers operatively connected with the compressed airvalves are moved out of operative relation with their cams, orconversely. Both of said hand levers 48, 54 are provided with clampingmeans 5l-for clamping them at any desired angular posi-' tion. A lever55 is secured to the shaft 32, and to one end of said lever is connecteda rod 56, the other end of which is connected to the end of a lever 57fulcrumed upon a rod 58 extending upwardly from a stationary support,secured on a controlling coinpressed air valve 61, the other end of saidlever 57 being connected to a rod 60 which actuates the said compressedair valve 61, which has two pistons 67, 68 of which the piston 67controls the entrance to pipes 41. leading to compressed air startingvalves 26, while the piston 68 controls the entrance to pipes 69 leadingto the fiiel valves 25 at the ends of cylinders, so that the entrancesto said pipes-- 41. are opened; simultaneously with the bringing intooperative relation "with their respective cams of the cam rollersconnected with the compressed air inlet valves, and the'entrances to thepipes 69 are opened simultaneously with the bring-.

ing into operative relation with their respective cams of the rollersconnected with the fuel valves.

To the shaft 32 is secured an arm 62 to the outer end of which isconnected a sliding bar 63 which slides in a guide 64, and has formedtherein a slot 65, through which the cam shaft passes. The ends of theslot are semi-circular and of diameter sutficient to permit only the camshaft to pass therethrough, but its middle portion is of a largerdiameter, sufiicient to permit acollar 66 on said shaft to passtherethrough. As said shaft 32 is rocked, in either of its two limitingpositions the cam shaft passes through an end of said slot, and in thesepositions, the cam shaft cannot be moved longitudinally, because thecollar cannot move through an end of said slot. When in the middleposition, the cam shaft passes through the middle of said notch, which,be-

ing of larger diameter, permits the collar t0 and arms at the ends ofthe crank shaft 13 and cam shaft 17, and as all points in these rodsdescribe true circles, said rods will, by this eccentric "attachment, beeffectively steadied. The three arms of this crank shaft 72 are shapedlike eccentric sheaves, and are arranged for driving, by means of straps74, and rods 7 5, fuel oil pumps 76, the action of these pumps beingregulated in the following manner: To the upper ends of the rods 75 arepivotally connected levers 77, the fulcrums of said levers being formedby the lower ends of rods 78 moved in the manner hereinafter described.The outer ends of said levers 77 are connected by links 79 to the endsof levers 80, pivoted at 81 to the lower ends of pivoted hangers 82,said hangers being pivoted upon the pump bodies '76. Rods 83 arepivotally attached to said levers and their upper portions pass throughstuffing boxes 84 into the pump bodies 76 terminating under suctionvalves 85. The upper ends of the rods 78 are connected to levers 86carried ona shaft 87 which can be turned by a hand lever 89 connectedthereto by a link 88. The depression of said hand lever will raise saidlevers 7 7, which in turn will raise the levers 80 causing the rods 83to lift the suction valves 85 from ofi their.

seats during the entire stroke and the pump out of'action.

On raising the hand lever 89 to its extreme upper position, the levers77 80 and rods 83 will be lowered, their proportions putting andmovements being such that, in the last V named positions, the suctionvalves will not be lifted, thus permitting the pumps to supply oilduring a full stroke. Any intermediate position of the hand lever willresultsupplied by the pumps. For regulating the oil supply automaticallythe hand lever 89 may be connected to a governor 90 having an operativeconnection 91 with the cam shaft.

Proper cooling bythe circulation of water through the cylinder jacketsand covers'is provided for in the usual manner, but special means forthis purpose are shown as "applied to each. piston v7 and piston rod 8.Sold piston rod has a central bore 93-, the part ofwhich extendin as faras the lower end of the piston is of arger diameter than the remainder,extending as far as the up-' 'per end of the piston. A tube 9t fitssnugly in the reduced upper end of the bore and communicates at saidupper end with passages 95 leading to the upper end of the interiorof'the hollow piston. Passages 96 also lead from thelower end oftheinterior of said piston to the annular space 97 around the tube 94. Atits lower end, said annular space is cgnnected with an inlet conduit'98and at its lower end the tube 97 is connected to an outlet conduit 99.These conduits 98, -99 telescope in conduits 100,

101, stuiiing boxes'102 being provided to make water-tight jointstherebetween.

" Check valves 103 are provided in the conduits 98, 99, 100, 101.Cooling water flows by the conduits 100, 98, annularspace 97 passages 96to the interior of the hollow piston, then upward therein, then fromsaid interiorthrough the passages 95, tube 91, and conduits 99, 101. Thetelescoping union of the conduits 98, 99 with the conduits 100, 101permits of the circulation of cooling water in the piston and pifion rodnotwithstanding their reciprocating motion. Said reciprocating motion byreason of the check valves 103, has the efiect of causing a pumpingaction, which insures the circulation of the cooling water.

"Since, in this type of engine, itis important to eil'ect a compressionin the cylinders which will raise'the temperature of the air containedtherein'sulficiently to ignite the the piston rod 8, as shown, so thatif the fuel oil, the piston 7 is made in two halves,

united in the center, and held together by regulated by adjusting thelength of the connecting rod in the usual manner.

'Insta-rting engines with the above described improvements, theprov1s1on of two cylinders operating on cranks ninetyde grees apart willbe sulli'cient to eliminate all so-called dead centers, so that theengine can be started by the compressed air device from any position andin any direction required.

' The following is the mode of operation of the engine:-Fig. 10 is adiagrammatic view showing the position of the valve mechanism whencompressed air is the motive force for starting ahead. In this case thevalves 26 open and since the two cylinders operate on cranks ninetydegrees apart, -itresults that, in at least one of these 'cylin ders,compressed air has free access either to .the'top or bottom of thatcylinder. The admotive power from compressed air to oil, the

handlever 54 is moved into its opposite position, as shown in Fig. 9,turning theshaft 32 and closing, by means of the lever 55, rod 56, andlever 57 the pipes 41 by means of the piston 67, and at the same timeopening fuel valves 25, so that compressed air, 'for spraying andatomizing fuel, may be admitted to said valves, also by means of thelever 40 and the links 39, removing from their respective cams the camrollers which actuate the compressed air valves and plac ing inoperative relation with their respective cams the cam rollers whichoperate the fuel valves. The hand lever 89 is at the same time placed ina proper position to regulate the fuel oil pumps for the requiredquantity of fuel, and its position can be gradually adjusted until theengine runs at its proper speed.

When it is desired to reverse the engine, the hand lever is placed inits middle position, as shown in Fig. 8, which operation, by moving theshaft 32-, withdraws the cam rollers for operating both the compressedair valves and the fuel valves from operative relation with theirrespective cams, thus causing all valves to be closed. The fuel pumpsare put out of action by handlever 89. The sliding bar 63 is now in itsmiddle position, as shown in Fig. '8 (also shown in Fig. 6) permittingthe collar 66 on the cam shaft to pass so that the cam shaft can beshifted. This'is done by means of the hand lever 48, link 46, arm 45,shaft 44 and the forked arm 43, so that, instead of the cams 18 and 20,the cams 19 and 21 are ready to be brought intooperative relation withthe rollers 29 and 89 respectively. The hand lever 54 is now moved toits ,lower position operating the valve 61 to open the pipes 41 leadingto the compressed air starting valves, and at the same time. bringingthe fuel valves 25, also movin the cam rollers 38 into operativerelation with their cams, so that the compressed a 1r valves 26 can beopened by said gems and the engine will start back with compressed air,all parts being in the pos1t1o n shown in Fi 10.

en it is desired to o erate' 1n the keverse, direction with oil, -t ehandlever 54 is moved into its opposite pos1t1on,-actuating thecompressed a r valve 61 to close the pipes 41 and open the pipes 69leadlng to away from their cams the cam rollers whic actuate thecompressed air valves 26 and placing in operative relation with thelrcams the cam rollers which actuate the fuel valves 25 all parts bein ina position shown in Fig. 9. The hand %ever 89 is at the same time ad'justed as before described to put the fuel pumps into action.

A slight advance or retardation of the point at which either thecompressed air valves or the fuel valves begin to act may be obtained bya slight change in the position of the handlever 54 when the same is ineither one of its extreme positions, as w1ll be readily understood byany one skilled in mechanical engineering. 0

It may be added that, during periods of maneuvering, the governor 99 maybe detached from its connection with the hand lever 89, if advantageousto regulate the speed by hand.

I claim 1.- In an internal combustion engine, the combination of acylinder, a reciprocable piston therein, a fuel valve and a compressedair valve at each end of the cylinder, a cam shaft rotated by theengine, two cams thereon, pairs of cam rollers therefor, of which therollers of one pair are oper atively related to the fuel valves at theends of the cylinder, and the rollers of the other pair are operativelyrelated to the compressed air valves, a rock shaft operatively connectedto said cam rollers, and means for rocking said shaft to move eitherpair of cam rollers into, and the other pair out of,

- position relatively to their respective cams,

to open their valves at the the rotation of the cam sha groper time in2. Inan internal combustion engin combination of a cylinder,-areciprocable piston therein, means for separately con ducting oil andcompressed air to'each end" of said cylinder, valves at each end of thecylinder for controlling said oil and air conduits, a cam shaft rotatedby the engine, two pairs of cams thereon, cam rollers therefor,operative connections between the cam rollers of one pair of cams andthe valves for admitting compressed air, and between those of the otherpair and the valves for [admitting fuel oil, the cams of each pairbeingso arranged on the cam shaft as to actuate said rollers to opensaid valves to 'admit'fuel oil at the proper time for going ahead orbackward respectively, and means for shifting said shaft longitudinally.

3. In an internal combustion engme, the combination of a cylinder, .areciprocable piston therein, a fuel oil valve and a compressed air valveat each end of the cylinder, a cam shaft rotated by the engine, twopairs of cams thereon, the cams of each pair being operativel related tothe-valves at the ends of the cy inder so as to admit the motor fluidthrough said valves at the proper time to propel the engine forwardor-backward respectively, and the cams of one pair being operativelyrelated to the com ressed air valves, and of the other pair ativelyrelated to the fuel oil valves, means for shifting longitudinallysaidcam shaft to move one cam of each pair out of, and the other caminto, operative relation with the corresponding valve, cam rollers forsaid i g' p cams, a rock shaft and means for rocking said rock shaft tooperatively connect a cam of one pair with its valve, and operativelydisconnect a cam of the other pair from its valve with its valve. 7 4

4. In an internal combustion engine, a cylinder, a piston reciprocabletherein, conduits for fuel and compressed air leading into each end ofsaid cylinder, valves at the entrances of said conduits into thecylinders,

a valve for controlling the compressed air supplied to both ends, a camshaft rotating with the reciprocation of the-piston, cams thereon, camrollers operatively connected with said first-named valves, a rockshaft, means connecting said rock shaft with said cam rollers, whereby,on the rocking of'said shaft, a cam roller is moved into position to beoperated by said cam shaft, and an operative connection between saidrock shaft and controllin valve, whereby, in one anguling valve arrangedin one position to close Y bothof the compressed air conduits, a camshaft rotating with the reciprocation of the piston, cams thereon, pairsof cam'i'ollers operatively connected with said first-named 1 valves, arock shaft, means connecting said rock shaft with camrollers of saidpairs whereby, on the rocking of said shaft, onepair is ada ted to bemoved into position to be operate by said cam shaft,-and an operativeconnection between said rock shaft and controlling vane, whereby, in'oneangular position of said rock shaft, said con' movement into operativeposition of the pair of cam rollers which actuate the fuel valves andinto another position said third valve is moved to admit compressed airto the compressed air valves, simultaneously with the movement intooperative position of the pair of cam rollers which actuate thecompressed air valves. i

(3. In an internal combustion engine, a

cylinder, a piston rcciprocable therein, con-, duits into said cylinderfor fuel and com-g pressed air, valves at the entrances of said conduitsinto the cylinder, a conduit from the compressed air conduit to the fuelconduit, a controlling valve arranged in each of itslimiting positionsto close one and open the other of the compressed air conduits leadingto the compressed air and fuel valves, a cam shaft rotating with therecip rocation of the piston, cam thereon, cam rollers operativelyconnected with said firstnamed valves, a rock shaft, means connectingsaid rock shaft with said cam rollers whereby, on the rocking of saidshaft, a cam roller is adapted to be moved into position to be operatedby said cam shaft, and an operative connection between said rock shaftand controlling valve, whereby, in one an lar position of said rockshaft, said contro ling valve is moved to close the compressed airconduit leading to the compressedair valve and open the compressed airconduit leading to the fuel valve simultaneously with the movement intooperative position of the cam roller to actuate the fuel valve, "andinto another position said con trolling valve is moved to open thecompressed air conduit leading 'to the compressed air valve and closethe compressed air conduit leading to the fuel valve simultaneously withthe movement into operative position of the cam roller which actuatesthe compressed air valve. 1

' 7. In an internal combustion engine, a cylinder, apiston. reciprocabletherein, conduits into each end of said cylinder for fuel and compressedair, valves at the entrances of said conduits into the cylinder, a pairof" compressed air conduits leading to the fuel conduits, a controllingvalve arranged in each of its limiting positions'to close one and openthe other of the two'pairs of compressed air conduits leading to the compressed air and fuel valves, a cam shaft rotating with the reciprocationof the piston, cams thereon, pairs of cam rollers operativelyconnectedwith said first named valves respectively," a rock shaft, meansconnecting said rock shaft with said. cam rollers where-.

by, on the rocking of said shaft, a pair of cam rollers is adapted to bemoved into position to be operated by said cam shaft, and

an operative connection between said rock shaft and controlling valve,whereby, in one angular position of said rock shaft, said controllingvalve is moved to close the pair of compressed air conduits leading tothe compressed air valves, and open the pair of compressed air conduitsleading to the fuel valves simultaneously with the movement intooperative position of the pair of cam rollers which actuate the fuelvalves, and

in another position said controlling v l -.1

moved to open the pair of compressed conduits leading to the pair ofcompressed, air valves and close the palr of compressed air conduitsleading to the fuel valves simultaneously with the movement intooperative position of the cam rollers which actuate the compressed airvalves.

8. In an internal combustion engine, acylinder, a piston reciprocabletherein, conduits into each end of said cylinder for fuel and compressedair, valves at the entrances of said conduits into the cylinder, a pairof compressed air conduits leading to the fuel conduits, a controllingvalve arranged in an intermediate position to close the compressed airconduits leading to the compressed air and fuel valves, and in each oftwo other positions to open alternately one pair of said conduits andclose the other pair, a cam shaft rotating with the reciprocation of thepiston, a cam thereon, pairs of cam rollers operatively connected withSitldfiISt-llhlllfid valves, a rock shaft, means connecting said rockshaftwith said cam rollers whereby, on the rocking of said shaft, a pairof cam rollers are adapted to be moved into position to be operated bysaid cam shaft, and

an operative connection between said rock valves simultaneously with themovement into operative posit-ion of the cam rollers which actuate thecompressed air valves, and in an intermediate position to close all ofsaid conduits and to render both of said cam rollers inoperative.

9. In an internal combustion engine, the combination of a cylinder, fueland compressed air conduits leading to both ends of the cylinder, valvescontrolling the entrances thereof into the cylinder, pairs of camrollers, the cam rollers of each pair being each operatively-connectedwith valves at opposite ends of the cylinder res ectively, a pistonreciprocable in the cylin er, a cam shaft rotating with thereciprocation of the piston,'two pairs of cams thereon,m whereby eitherpair of cam rollers, exclu i el) of the other, is adapted to be movedinto operative relation with the corresponding cam of the orrespondingpair, means for shifting said cam shaft longitudinally, whereby eachpair of cam rollers is adapted to be broug t 'into operative relationwith the other cam of said pair, a stop, movable with said means formoving the cam- 1 llers, for preventing the longitudinal m6 nient ofsaid cam shaft, said stop being operative in when a cam roller isbrought into operative relation with a cam, but moperatlve when neithercam roller 1s in such operative relacopies of this patent may beobtaincdfor five cents each, by addressing the Commissioner of I'atents,

tion, a projection secured on said shaft, and a device movable with themeans for moving the cam rollers into and out of operative relation,said device being movable transversely t0 the shaft and closely adjacentto the collar, and having arts against which the projection'abuts in t elongitudinal movement of the shaft when the device is in either of itsterminal positions of movement, said projection being free to pass thedevice when the latter is inits intermediate position.

In testimony whereof I have hereunto set my hand in the presence of twosubscribing JOHN HAUG.

I D witnesses. either of the positions to which it is moved Witnesses:

F. M. WRIGHT, D. B. Rrormnns.

Washington, D. 0.

